This guide describes recommended best practices for managing and operating ocean and inland barges, towboats and tugs that carry and transport crude oil and petroleum products in bulk. The focus is on operations within the USA, but much of the guidance may be relevant to barge operations in other parts of North America and in other regions.

The guide builds on the recommendations in accepted industry publications, such as the International Safety Guide for Oil Tankers and Terminals (ISGOTT). Additionally, this guide is intended to complement any applicable international conventions, national legislation, local laws and Classification Society rules.

Although the guide is primarily intended for use by tug and barge operators, it may also be of interest to prospective charterers, oil company vetting departments, terminal staff and government officials.

A generic guide such as this is not specific to all types of vessels in all locations. Readers should decide carefully whether to apply the guide in particular circumstances.

References within the guide to particular codes should be checked to verify that only the latest editions of the codes are used.

Introduction

Glossary

Abbreviations

Bibliography

Section One

Safety management

1.1 Safety management system

1.2 Drug and alcohol policy

Section Two

Certification and documentation

2.1 Requirements and recommendations

2.2 Documents and certificates

2.3 Insurance

Section Three

Crew management

3.1 Manning

3.2 Qualifications and training

3.3 Crew manning during cargo transfer operations

3.4 Preventing fatigue

Section Four

Security and vessel access

4.1 International Ship and Port Facility Security Code

4.2 Security arrangements in the USA

4.3 Access between vessel and shore

Section Five

Navigation, communications and electronics

5.1 Vessel operator’s navigation policy

5.2 Voyage planning and equipment testing

5.3 Bridge procedures and avoiding collisions

5.4 Nautical publications, charts and information

5.5 Navigation and communications equipment

Section Six

Cargo and ballast systems and procedures

6.1 Cargo handling equipment

6.2 Cargo handling procedures

6.3 Machinery rooms, pumphouses and pumprooms

6.4 Tank cleaning and gas freeing

6.5 Inert gas systems

6.6 Vapor recovery and venting

6.7 Material safety data

6.8 Static accumulator cargoes

6.9 Requirements for cargoes containing hydrogen sulfide

6.10 Hose handling booms and cranes

Section Seven

Bunkering operations

7.1 Overview

7.2 Bunkering operations

7.3 Vessel to vessel bunkering operations – additional considerations

Section Eight

Vessel to vessel transfers

8.1 Plans and procedures

8.2 Fenders

8.3 Transfer hoses

8.4 Communications

Section Nine

Pollution prevention and response

9.1 Emergency response

9.2 Cargo systems and spill containment

9.3 Inspecting and testing of cargo pipes and hoses

9.4 Spill response equipment

9.5 Oil record book

9.6 Garbage management plan

9.7 Vessel General Permit

Section Ten

Fire-fighting and safety equipment

10.1 Fire prevention

10.2 Fire-fighting equipment

10.3 Personal protective equipment

10.4 Lifesaving equipment

10.5 General alarm system

Section Eleven

Mooring and anchoring

11.1 Mooring

11.2 Anchoring

Section Twelve

Towing/pushing equipment and procedures

12.1 Tug design

12.2 Towing equipment and procedures – tugs

12.3 Towing equipment and procedures – barges

12.4 Tug fendering

12.5 Training and drills

Section Thirteen

Machinery spaces and systems

13.1 Maintenance

13.2 Equipment

13.3 Steering systems

13.4 Hazard control

Section Fourteen

Structural maintenance

14.1 Inspection and gauging

14.2 Corrosion control

OCIMF was formed in April 1970 in response to the growing public concern about marine pollution, particularly by oil, after the Torrey Canyon incident in 1967. In the early 1970s, a variety of anti-pollution initiatives were starting to emerge nationally, regionally and internationally, but with little coordination. Through OCIMF, the oil industry was able to play a stronger, coordinating role in response to these initiatives, making its professional expertise widely available through cooperation with governments and intergovernmental bodies.

OCIMF was granted consultative status at the IMO in 1971 and continues to present oil industry views at IMO meetings. Since then, its role has broadened to take account the changing maritime activities of its membership. Its remit now covers tankers, barges, offshore support vessels and terminals and its advice extends to issues like shipping in ice and large-scale piracy, which rarely troubled the oil industry when OCIMF was first created in the 1970s.

The current membership of OCIMF comprises 112 companies worldwide.

Today, OCIMF is widely recognised as the voice of the oil industry providing expertise in the safe and environmentally responsible transport and handling of hydrocarbons in ships and terminals and setting standards for continuous improvement. Membership is extensive and includes every oil major in the world along with the majority of National Oil Companies.

OCIMF has much to be proud of. Not only has it contributed to a substantial quantity of regulation at the IMO aimed at improving the safety of tankers and protecting the environment, but it has introduced important new guidance on pressing current issues such as piracy and Arctic shipping. With the process of introducing new Internationally-accepted regulation necessarily slow as it crosses many individual countries and jurisdictions, OCIMF is in the unique position of being able to leverage the expertise of its membership to press ahead with much needed guidance on important industry issues. This provides the means to improve practices in the membership and in the wider industry, and serves as a valuable reference for developing regulation.

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3 – Section one: Safety management Where appropriate, vessel operating procedures should include controls such as permits to work, tag and lock-out processes and checklists. Emergency procedures should address all possible events including, for example, fire, spills, grounding, loss of power/steering, collision, allision, jetty (dock) contact and loss of tow. Regular drills should be held to exercise emergency procedures and plans. 1.1.2 Equipment maintenance and inspection procedures All fire-fighting, personal protection and lifesaving equipment should be maintained in good condition, ready for immediate use. Clear instructions for use should either be attached to the equipment or displayed where the equipment is stowed or controlled. A system of scheduled inspection and maintenance should be in place for all equipment. Up to date inspection records and inventory lists should be available on the vessel. 1.1.3 Audit and review procedures Vessel operators should have a formal program of periodic management visits to vessels in place to assess operational practices on board. It is recommended that the program includes audits that address particular activities, such as navigational practices. External audits (both of shore management and vessel) should be performed to validate internal audit results. The operator should analyze audit reports to identify weak areas in procedures. The operator should then identify action items, set improvement targets with timeframes and track actions until complete. 1.1.4 Continuous improvement Each vessel operator should aim for continuous improvement. Operators are therefore recommended to undertake annual self- assessments. OCIMF’s Tanker Management and Self Assessment (TMSA) program provides a tool to assist vessel operators as they assess, measure and improve their management systems. TMSA is regularly updated and the latest edition should be used. 1.2 - Drug and alcohol policy Operators must have a documented drug and alcohol policy to meet applicable United States Coast Guard (USCG) requirements. 6 – USA Barge Operations 2.1 - Requirements and recommendations Vessels covered by this Guide should comply with all relevant statutory requirements. Some vessels are not required to comply with international standards or to be entered in a Classification Society. However, it is recommended that all vessels, regardless of trading area: • Comply with the following International Maritime Organization (IMO) conventions when it is reasonable and practical to do so: -International Convention on Load Lines (Published as The International Conference on Load Lines (Reference 13)). -International Convention for the Safety of Life at Sea (as amended) (Published as SOLAS) (Reference 3). -International Convention for the Prevention of Pollution from Ships (Published as MARPOL) (Reference 14). -International Convention on Standards of Training, Certification and Watchkeeping for Seafarers (as amended) (STCW) (Reference 4). • Comply with the International Labour Organization (ILO) Maritime Labour Convention (MLC) (Reference 15) when it is reasonable and practical to do so. • Are entered in and maintained by an International Association of Classification Societies (IACS) Classification Society, as far as is reasonable for their size, and particularly if engaged in ocean voyages. Classed vessels should be maintained free of any outstanding conditions of Class or port State deficiencies. 2.2 - Documents and certificates Vessel operators are responsible for ensuring that vessels are issued with all the required documentation and certificates relevant to their trade and for keeping them up to date. 2.3 - Insurance Vessel operators should have liability and pollution insurance that, as a minimum, meets the requirements of port State and local regulations. 11 – Section three: Crew management 3.2 - Qualifications and training All personnel on the vessel should be properly qualified for their position. Vessel operators should have a specific training policy to: • Ensure that newly hired personnel are qualified and competent for their positions. • Provide crew members with new information. • Provide refresher training in basic job requirements in a timely manner. • Monitor the proficiency of crew members. Newly employed or joining personnel should be familiarized with the operational aspects of the vessel. 3.2.1 Records of qualifications, experience and training The vessel operator should maintain, for all crew members, up to date records of qualifications, experience and training courses attended. 3.3 - Crew manning during cargo transfer operations 3.3.1 Manning during cargo transfer operations A qualified PIC or tankerman should be on the barge at the following times: • When the barge is loading. • When the barge is discharging. • During tank cleaning. • During ballasting. • During any other operation involving the transfer of petroleum products, bunkers or oily water. Best practice recommends that a trained barge assistant is assigned to help the PIC or tankerman during all cargo operations. 3.3.2 Training and qualifications for cargo transfer personnel Attending personnel should be trained and qualified to manage cargo transfers. In the US, tankermen or PICs are required to hold a USCG endorsement applicable to the cargoes being transferred.